mosher



(No Model.) 2 Sheets--Sheet 1. G. A. MOSHER.

RAILWAY VELOGIPEDE.

No. 258,589. Patented May 30, 1882.

[ 2 14212 for N4 PETERS. Phulo-L'nhognplmr, Washington. D. C,

(NO Model.) 2 sneets sneet 2. G. A. MOSHER.

RAILWAY VELOGIPEDE.

Pa/sented May 30, 1882.

'- "IIIIEI z'zfzzesses Ens. PPwlu-Lithographtn Washinglon. n. a

UNrrED STATES PATENT OFFICE.

GEORGE A. MOsHER, OF TROY, NEW YORK, ASSIGNOR OF ONE-HALF TO NELSONDAVENPORT, OF SAME PLACE.

RAI LWAY-VELOCI PEDE.

SPECIFICATION forming part of Letters Patent No. 258,589, dated May 30,1882.

Application filed February 11, 1882. (No model.)

To all whom it may concern:

Be it known that I, GEORGE A. MOSHER, of the city of Troy, county ofRensselaer, and State of New York, have invented a new and usefulImprovement in Bailway-Velocipedes, which is fully described in thefollowing specification and the accompanying drawings, in which- Figure1 is a side elevation of the righthand side of the velocipede placed asrepresented in Fig. 2. Fig. 2 is a plan view.

Similar letters of reference indicate corresponding parts.

My invention consistsin constructing a light and easily-propelledrailway-velocipede, capable of being folded together so as to occupy asmall space when not in use, and in applylng pedaled cranks toafour-wheeled railwaycar, or a crank of any description to a fourwheeledrailway-velocipede, so that the crank shall not form a part of or beattached directly to either of the two supporting-axles; also, in theeasy and quick method of adjusting the relative positions of seat,pedals, and drivingpulleys.

The objects of my invention are to construct a railway-velocipede whichone man can easily and quickly place upon or remove from arailway-track, and easily and quickly fold into a small space forstorage or transportation, or easily adjust and with his feet safelypropel at a high rate of speed on a railway-track.

Fig. 2 is a plan view, representing the velocipede as it appears when inposition ready for use.

A represents the seat or saddle; B, the double crank-shaft, providedwith pedals M M and fixed driving-pulley H, turning in the bearings O 0.The seat is supported by the upright posts J J and I. The upper ends ofthe posts J J are hinged to the seat at N N, and the lower ends to thecar-frame at P P. The lower end of post or brace Iis held in place bythe socket and pin Q, attached to the car-frame. The car-frame O issupported by the axles F and F. The forward axle, F, is provided withthe fixed pulley Gin position to receive power from pulley H by a belt,chain, or cable; also, with two fixed trackwheels, D and D. The rearaxle, F, is provided with two fixed track-wheels, E and E,

and is heldby the car-frame in a position parallel with the forwardaxle. Thetrack-wheels are each provided with flanges, and I prefer toconstruct them beveled and fixed to their respeotive axles, the betterto keep them upon the track and obtain the best results, though it isnot absolutely necessary that all the wheels should be beveled or fixedupon their the seat should be two feet or more higher than thecrank-shaft, but the track-wheels are quite small, for the purposes ofeconomy in weight and space. It becomes very desirable, therefore, thatsome easy and quick method should be provided for folding the seat downupon the car-frame, where it willoccupy less room and be less exposedtoinjury when stored or transported out of use. This is done byreleasing the lower end of brace I from the carframe. The freed end ofthe brace is then carried forward and the upright hinged supports J Jare laid down flat upon the frame, the free end of the brace being atthe same time raised and carried over toward the rearaxle, F,upon thehinges N N, until the brace and seat are closely folded down in aninverted position upon the car-frame. To restore the seat to its uprightposition, ready for use, it is only necessary to reverse the operationand fasten the lower end of brace I to the car-frame, as before.

By means of hinged, sliding, or other suitable joints, L L L, in thecross-bars of the carframe it is possible to still further reduce thesize of the machine, when not in use, by folding the frame 0 uponitself, carrying the axle F forward and under the frame, so that it willoccuply a position nearly or quite in contact with pulley H.

Common button-hinges may be used, as L L L, on the lower side of thecross-bars of the car-frame,.or any other folding or sliding device maybe employed to easily and quickly bring the axles nearer together.

In my device the power is applied directly to the crank-shaft B upon thepedals M M. It has been practically demonstrated that more power isutilized when applied directly to a crank in velocipedes than whenapplied through treadles, for the reason that by a forward impulse ofthe foot when the crank is at the highest point, and by a backwardimpulse when the crank is at the lowest point, the deadpoint, whichcannot be avoided with treadles, is partially overcome.

I am aware of the construction of a folding three-wheeledrailway-velocipede; but it is impossible to construct a lightthree-wheeled railway-velocipede and give stability to the parts such asto avoid a swaying motion, which causes a binding strain and frictionupon the bearings, and requires more power to propel it.

When the track-wheels are loose wheels, or revolve independently of eachother, the car depends upon the flanges of the wheels to keep the track.Consequently it is retarded by the friction of the flanges upon therails, and is more likely toleavc the track when propelled at a highrate of speed.

By employing parallel axles, with two fixed and beveled wheels upon eachaxle, as shown in Fig 2, perfect stability of parts is secured withoutany-binding strain upon the bearings; and the car will keep the trackthe same as an ordinary railway-car truck, withoutdepending solely uponthe flanges of the wheels. I prefer to make the track-wheels small, andsecure the required adaptation for speed by the difference in diameterof the two pulleys Gand H.

A sliding foot-rest, It, is adjustable to any desired position on braceI, designed to support the feet of the rider when not employed inpropelling the ear.

The bearings O O are adapted to slide backward and forward upon thecross-bars of the car-frame, and their position may be adjusted by meansof the screws S S. The objects of this adjustment are to regulate thetension of the belt or chain connecting the pulleys H and G, to changethe position of the crankshaft B relatively to the seat A, toaccommodate the convenience of the rider, and to move the pulley Hfarther forward when the velocipede is folded, so that the rear axle maybe folded into a position nearer the forward axle without coming incontact with said pulley. \Vhen in use it is necessary that the axlesshould be about two and one-half feet apart to give sufficient room forthe feet of the rider to travel with the revolving cranks between theaxles; but when the apparatus is being stored or transported it is verydesirable that it should occupy as little space as possible.

By using a crank-shaft, B, separate and distinct from the axles F and F,and making pulley H about the size of the driving trackwheels, the feetof the rider come very near the ground when propellingthe machine, whichenables him to maintain an erect position without too great an elevationof the seat, and by having the pulley G proportionately smaller thanpulley H the required speed can be obtained with very smalltrack-wheels. If the cranks form a part of either of the axles F F, therequired speed cannot be obtained without the use of at least two largedriving-wheels and a correspondingly-elevated seat.

By applying the brake T to one of the rear wheels, which is done byraising the handle U, the danger ofti pping forward,resulting fromapplying the brake too suddenly or too violently, is avoided, for theinstant the rear wheels are lifted from the track the brake ceases tohave any effect.

Any of the known methods heretofore employed in transmitting power maybe used instead of the chain shown in the drawings as connecting pulleysH and G.

I am aware of the construction of a fourwheeled railway-velocipedeemploying acrankshaft axle for two of the track-wheels and operated bytreadles. Such a mode of construction necessitates the use oflargedriving-wheels wholly unsuited to the purposes of my invention, and I donot claim the same as any part thereof.

What I claim as new, and desire to secure by Letters Patent, is

1. In a railway-velocipede, and in combination, a seat or saddle, adetachable seat-support, I, hinged supports J, and connectingjoints N,substantially as described, and for the purposes set forth.

2. In a railway-car, a car-frame madein two sections, each section beingprovided with two track-wheels, one upon each end of the same axle, incombination with sliding or folding joints which connect said sectionstogether in such a way that said axles will be and remain parallel toeach other in every position assumed by said sections, for the purposeof varying the length of said car and enabling the same to run upon arailway-track in afolded as well as extended position, substantially asdescribed.

3. In a railway-velocipede, a double crankshaft provided with slidingbearings adapted to be moved backward or forward relatively to asuperimposed seat or saddle, in combination with said seat or saddle,substantially as described, and for the purposes set forth.

GEO. A. MOSHER.

Witnesses:

Gno. l3. NicnoLs, N. DAVENPORT.

IIS

